JP5820442B2 - Pneumatic tire - Google Patents

Description

  The present invention relates to a pneumatic tire, and more particularly to a pneumatic tire suitable for use in heavy-duty vehicles such as construction vehicles.

  As a pneumatic tire with improved heat dissipation of the tread part while minimizing the increase in the area of the groove, the present applicant has a technique for forming a recess in the groove wall surface of the circumferential groove facing the width direction groove. It has been proposed (see Patent Document 1). According to this technique, it is possible to improve the heat dissipation of the tread rubber by allowing the wind to efficiently flow in the groove.

International publication 2013/054950 pamphlet

  However, the above-described method has room for improvement in suppressing stone biting in the recess. SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a pneumatic tire that has improved tire life by suppressing stone biting while ensuring heat dissipation in the tread portion.

The gist configuration of the present invention is as follows. The pneumatic tire of the present invention has at least one circumferential groove extending along the tire circumferential direction on the tread surface, and opens in the circumferential groove, and at least in the circumferential direction from the groove width of the circumferential groove. A pneumatic tire having a wide groove width at an opening to the groove and formed with a plurality of widthwise grooves extending obliquely with respect to the tire circumferential direction, wherein the circumferential groove facing the widthwise groove A recess is formed in the groove wall surface, and the wall surface defined by the recess includes an inclined surface inclined toward the width direction groove side from the outer side in the tire radial direction toward the inner side in the tire radial direction, and the tire diameter of the inclined surface And a curved surface having a center of curvature on the widthwise groove side, and a connection point between the inclined surface and the curved surface is a tire width direction of the concave portion. Tire circumference with small width W The more the direction position, located on the inner side in the tire radial direction, the inclination angle with respect to the tire radial direction of the inclined surface may be greater extent in the width W is smaller tire circumferential position in the tire width direction of the recess . According to this configuration, it is possible to suppress stone biting while ensuring heat dissipation in the tread portion.

Here, in the present invention, the height h (mm) of the connection point is
0.11W + 3.94 ≦ h ≦ 0.33W + 22.3
It is preferable to be within the range.
If the h (mm) is less than 0.11W + 3.94, the heat dissipation may be improved, but the stone biting property may decrease. On the other hand, if the h (mm) exceeds 0.33W + 22.3, the stone biting may be caused. This is because the heat dissipation may be reduced, but the tire life may be reduced in any case.

  Moreover, in this invention, when the height of the land part divided by the said recessed part is set to H (mm), the height h (mm) of the said connection point is 0 <h <= H / 2. It is preferable to be in the range. By setting it as said range, the penetration | invasion of the stone to a recessed part can be suppressed more effectively.

  Furthermore, in the present invention, the inclination angle of the inclined surface with respect to the tire radial direction is greater than 0 ° in a reference state in which the tire is mounted on an applicable rim, filled with a specified internal pressure, and in a no-load state. It is preferably less than °. By setting it as said range, a stone biting can be suppressed, ensuring further the heat dissipation in a tread part. Here, “applicable rim” is an industrial standard effective in the area where tires are produced and used. In Japan, JATMA (Japan Automobile Tire Association) YEAR BOOK is used, and in Europe, ETRTO (European Tire and Rim Technical Organization). STANDARD MANUAL, refers to the rim defined in TRA (THE TIRE and RIM ASSOCIATION INC.) YEAR BOOK, etc. in the United States. The “specified internal pressure” refers to an internal pressure (maximum air pressure) corresponding to the tire maximum load capacity of the above-mentioned standard in a tire of an applicable size.

  The “inclination angle” refers to the outermost point in the tire radial direction of the inclined surface (intersection of the inclined surface and the tread surface) and the innermost point in the tire radial direction of the inclined surface in a cross-sectional view of the wall surface defined by the recess. An angle formed by a straight line connecting (the above connection point) with respect to the tire radial direction.

Further, in the pneumatic tire of the present invention, the curvature radius of the curved surface is constant in the concave portion in the reference state in which the tire is mounted on an applicable rim, filled with a specified internal pressure, and in a no-load state. Is preferred. According to this configuration, it is not necessary to unnecessarily increase the volume of the groove.

  Furthermore, in the pneumatic tire of the present invention, it is preferable that a line connecting two end points to the circumferential groove on the curved surface is along the tire circumferential direction. According to this configuration, it is not necessary to change the shape of the bottom surface of the circumferential groove, and the air flow in the circumferential groove can be ensured.

  Here, in the present invention, it is preferable that the concave portion has a triangular planar shape when viewed from the tread surface. According to this configuration, it is possible to further suppress stone biting while ensuring heat dissipation in the tread portion.

Furthermore, in the present invention, when the tire is mounted on the applicable rim, the specified internal pressure is filled, and the distance between the ground contact ends when the maximum load is applied is defined as the tread width TW, the circumferential groove The groove width Wc2 preferably satisfies 0.0025TW ≦ Wc2 ≦ 0.025TW.
By setting the groove width Wc2 to 0.0025 TW or more, heat dissipation can be ensured, while by setting the groove width Wc2 to 0.025 W, it can be closed at the time of grounding. Therefore, by setting the above range, the wear performance is improved. Here, the “maximum load load” is the maximum load (maximum load capacity) of a single wheel in the applicable size described in the above standard.

  ADVANTAGE OF THE INVENTION According to this invention, the pneumatic tire which suppressed the stone biting and improved the tire life can be provided, ensuring the heat dissipation in a tread part.

It is an expanded view which shows the tread surface of the pneumatic tire concerning one Embodiment of this invention. It is a figure for demonstrating the position of a recessed part. It is a figure for demonstrating the effect | action of this invention. It is a figure for demonstrating the effect | action of this invention. It is a figure which shows the wind speed vector of the groove bottom of a circumferential direction groove | channel and a width direction groove | channel. It is a figure which shows the modification of a recessed part. It is a figure which shows the modification of a recessed part. It is AA 'sectional drawing in FIG. It is BB 'sectional drawing in FIG. It is CC 'sectional drawing in FIG. It is a tire width direction sectional view of the tire concerning one embodiment of the present invention.

  Hereinafter, the pneumatic tire of the present invention will be described in detail with reference to the drawings. FIG. 1 is a development view of a tread pattern of a pneumatic tire according to an embodiment of the present invention suitable for use in a heavy-duty vehicle. In the tread tread 1, in the illustrated example, one circumferential groove 2 extending along the tire circumferential direction with the tire equatorial plane CL interposed therebetween, and the circumferential groove 2 opening to these circumferential grooves 2. The width of the groove at the opening to the circumferential groove 2 is wider than the width, and a plurality of widthwise grooves 3 extending in the tire circumferential direction (in the illustrated example, extending along the tire width direction) are formed. ing. In the illustrated example, each width direction groove 3 communicates with the tread end TE. A rib-shaped central land portion 4 straddling the tire equatorial plane CL is defined by the circumferential groove 2. A block-shaped land portion 5 is defined by the circumferential groove 2 and the width direction groove 3. Note that the illustrated tread pattern is an example, and the present invention can be applied to both the rib base pattern and the block base pattern. Moreover, the width direction groove | channel 3 may incline with respect to a tire width direction, the groove width may not be constant and may change, and it does not need to be connected to the tread end TE. Here, in the illustrated example, the circumferential groove 2 has a so-called 1/8 point (a line corresponding to the midpoint between the line M and the tire equator plane when M is a line corresponding to the midpoint between the tread end and the tire equator plane). It extends above.

  In the rib-shaped central land portion 4, a recess 6 is formed on the groove wall surface of the circumferential groove 2 facing the widthwise groove 3. As shown in the enlarged view, in the illustrated example, the recess 6 has a substantially triangular shape in plan view, and the recess 6 has a width W in the tire width direction that changes along the tire circumferential direction. That is, the width W gradually increases from the connection point 61 between the recess 6 and the circumferential groove 2 toward the vertex 63 of the recess 6, and then the width from the vertex 63 toward the connection point 62 between the recess 6 and the circumferential groove 2. W gradually decreases. Further, in the recess 6, the length L in the tire circumferential direction decreases from the side opening in the circumferential groove 2 toward the back. That is, the distance L between the connection point 61 and the connection point 62 is the maximum, and the length L decreases toward the vertex 63.

  With reference to FIG. 2, the groove wall surface of the circumferential groove | channel 2 which opposes the width direction groove | channel 3 is demonstrated. As shown in FIG. 2A, when the recess 6 is not formed, the groove wall surface of the circumferential groove 2 facing the width direction groove 3 is the circumferential groove 2 by extending both groove wall surfaces of the width direction groove 3. Between points A and B intersecting with the groove wall. The recess 6 may be formed between the points A and B as shown in FIG. 2B, or may be formed so as to protrude outside the points A and B as shown in FIG. 2C. Also good. Further, as shown in FIG. 2D, even if one of the connection points between the circumferential groove 2 and the recess 6 is formed between the points A and B, and the other is formed outside the points A and B. Good. That is, it is sufficient that at least a part of the recess 6 is formed between the points A and B. As shown in FIG. 2E, the recess 6 is formed such that one of the connection points between the circumferential groove 2 and the recess 6 is formed outside the points A and B, and the other coincides with the point B. It is preferable. In addition, as shown in FIG. 2 (f), when the widthwise groove 3 is inclined with respect to the tire width direction, the groove wall surface of the circumferential groove 2 facing the widthwise groove 3 is the widthwise groove. It is assumed that the distance between points A and B intersecting with the groove wall of the circumferential groove 2 by extending both groove wall surfaces of the groove 3 is shown.

  Hereinafter, the operation of the present invention will be described. As shown in FIG. 3, when the tire rolls, wind flows around the tire in a direction opposite to the traveling direction. This wind is taken into a groove formed in the tread tread surface 1 and the taken-in wind is discharged, whereby the tread portion is dissipated and the temperature of the tread portion is lowered. In particular, in the pneumatic tire for construction vehicles, the vehicle side (the side opposite to the tread tread side) of the tire indicated by X in the drawing is exposed without being covered by the vehicle. Appears prominently. If the groove width of the groove formed on the tread surface 1 is increased, a large amount of wind can be taken into the groove, but the rigidity of the land portion is lowered, and the wear performance and the steering stability performance are deteriorated. Therefore, there is a need for a method of reducing the temperature of the tread portion without greatly changing the groove width of the existing groove. When the present inventor studied the flow of wind in the groove, in the tread pattern in which the narrow circumferential groove 2 and the wide width groove 3 are formed, as shown in FIG. It turned out that the temperature in the point M which is the intermediate point of the width direction groove | channel 3 adjacent to the tire circumferential direction in the direction groove | channel 2 is high. Although the temperature of the block-shaped land portion 5 rises due to the rolling rolling of the tire, the portion of the block-shaped land portion 5 that is close to the widthwise groove 3 (indicated by hatching in the figure) is wind that flows in the widthwise groove 3. Radiates heat and lowers the temperature. On the other hand, in the block-like land portion 5, the portion far from the width direction groove 3 is not radiated. Specifically, using FIG. 4A, wind flows in the width direction groove 3 from the tread end TE toward the circumferential groove 2 as indicated by arrows in the figure. This wind collides with the groove wall surface of the circumferential groove 2 facing the width direction groove 3, and is dispersed in the forward direction and the reverse direction with respect to the tire rotation direction. When the width direction groove | channel 3 is formed perpendicularly | vertically with respect to the circumferential direction groove | channel 2 like the example of illustration, the wind which collided with the groove | channel wall surface is disperse | distributed by the air volume equal to a forward direction and a reverse direction. The forward wind that flows into the circumferential groove 2 from a certain width direction groove 3 collides with the reverse direction wind that flows into the circumferential groove 2 from the width direction groove 3 adjacent to the tire circumferential direction at an intermediate point M. To do. Then, since the wind flow stagnates at the point M, the block-shaped land portion 5 cannot be radiated. Note that the groove width of the circumferential groove 2 is at least narrower than the groove width of the width direction groove 3 in the opening to the circumferential groove 2. In particular, in the illustrated embodiment, in any part of the width direction groove 3. Since it is narrower than the groove width, the portion of the block land 5 adjacent to the circumferential groove 2 is not radiated as much as the portion adjacent to the widthwise groove 3.

  Therefore, as shown in FIG. 4B, a recess 6 is formed in the groove wall surface of the circumferential groove 2 facing the width direction groove 3, and the wind flowing from the width direction groove 3 into the circumferential groove 2 is Disperse unevenly in the directional groove 2. Then, the point M where the wind in the circumferential groove 2 collides moves to a position approaching the widthwise groove 3, and the highest temperature portion of the block-like land portion 5 (the tire circumferential direction of the block-like land portion 5). Since the wind flows in the circumferential groove 2 adjacent to the intermediate portion, the temperature of the tread portion can be lowered. Further, as shown in FIG. 4C, when the widthwise groove 3 is inclined with respect to the tire width direction and the recess 6 is formed, the wind flowing from the widthwise groove 3 into the circumferential groove 2 is It is preferable because the point M, which is more unevenly distributed in the groove 2 and the wind in the circumferential groove 2 collides, can be moved to a position closer to the widthwise groove 3.

  Moreover, with reference to FIG. 5, the numerical analysis of the wind speed vector of the groove bottom of the circumferential direction groove | channel 2 and the width direction groove | channel 3 is demonstrated. FIG. 5A shows a case where the concave portion 6 is not formed on the groove wall surface of the circumferential groove 2 facing the width direction groove 3, and FIG. 5B shows the circumferential groove 2 facing the width direction groove 3. The case where the recessed part 6 is formed in a groove wall surface is shown. FIG. 5C shows the flow velocity. As shown in FIG. 5A, when the concave portion 6 is not formed, it is understood that the flow velocity is low at the point M and the wind is colliding. On the other hand, as shown in FIG. 5B, when the recess 6 is formed, it can be seen that the flow velocity in the circumferential groove 2 increases and the point where the wind strikes is moving. Thus, according to the tire of this embodiment, the heat dissipation of a tread part can be improved.

  Hereinafter, various modified examples of the recess 6 will be described with reference to FIGS. 6 and 7. As shown in FIG. 6 (a), the recess 6 has an asymmetric triangle in which θ1 <θ2 with respect to the angles θ1 and θ2 between the recess 6 and the groove wall of the circumferential groove 2 in a plan view as viewed from the tread surface 1. It is preferable to do. As shown in FIG. 6B, θ2 = 90 ° can also be set. As shown in FIG. 6C, the recess 6 can be an isosceles triangle of θ1 = θ2. However, in this case, it is preferable that the recess 6 is formed so as to be shifted with respect to the widthwise groove 3. That is, it is preferable to form the concave portion 6 so that the vertex 63 of the concave portion 6 exists at a position different from the center line of the width direction groove 3 (indicated by a one-dot chain line in the drawing). Further, the recess 6 may have a quadrangular shape as shown in FIG. 7A or a rounded shape as shown in FIG. 7B in addition to a triangle in a plan view as viewed from the tread surface 1. it can.

  The recess 6 in plan view of the tread surface 1 preferably has a tire circumferential length L of 150 mm or less, and the maximum width of the recess 6 is preferably 0.0084 TW or more and 0.042 TW or less. Specifically, the maximum width of the recess is preferably 10 mm to 50 mm. This is because if the recess 6 is too large, the wear performance may be deteriorated, and if it is too small, the effect of changing the dispersion of the wind in the circumferential groove 2 may not be sufficiently obtained.

  The recessed part 6 should just be provided in at least one part among the groove | channel wall surfaces from a tread tread surface to a groove bottom, and it is preferable to be provided in the groove bottom. The temperature of the block land portion 5 is high on the side close to the carcass, and decreases as it approaches the tread surface. Therefore, it is preferable to provide the recess 6 at the groove bottom because the direction of the wind in the circumferential groove 2 adjacent to the high temperature portion can be changed.

  Here, FIG. 8 is an AA ′ cross-sectional view in the enlarged view of FIG. 9 is a cross-sectional view taken along the line BB ′ in the enlarged view of FIG. 1, and FIG. 10 is a cross-sectional view taken along the line CC ′ in the enlarged view of FIG. As shown in FIGS. 8 to 10, the wall surface 6 a defined by the recess 6 extends from the outer side in the tire radial direction toward the inner side in the tire radial direction (in the example shown in FIG. 1, the outer side in the tire width direction). ), And a curved surface 6d having a center of curvature on the widthwise groove 3 side. The inclined surface 6b is inclined to the bottom portion 6c defined by the concave portion 6 from the tire radial direction inner end of the inclined surface 6b.

  Further, as shown in FIG. 1 and FIGS. 8 to 10, in the BB ′ cross-sectional view showing the tire circumferential direction position where the width W in the tire width direction of the recess 6 is large, the connection between the inclined surface 6 b and the curved surface 6 d. The point P2 is a connection point P1 and P3 between the inclined surface 6b and the curved surface 6d in the AA ′ sectional view and the CC ′ sectional view showing the tire circumferential direction position where the width W in the tire width direction of the recess 6 is small. It is located on the outer side in the tire radial direction. Thus, in the tire of the present embodiment, the connection point P between the inclined surface 6b and the curved surface 6d is located on the inner side in the tire radial direction as the tire circumferential direction position where the width W of the recess 6 in the tire width direction is smaller. In particular, in this example, the height h of the connection point P in the tire radial direction gradually decreases as the position W of the recess 6 in the tire width direction decreases. Here, when the height of the land portion 4 defined by the concave portion 6 is H (mm), the heights h1, h2, h3 (mm) of the points P1, P2, and P3 (bottom surface 6c) in the illustrated example. The distance in the tire radial direction from each other is in the range of 0 <h ≦ H / 2. Further, in the reference state in which the tire is mounted on the applicable rim, filled with the specified internal pressure, and in the no-load state, the inclination angle α (α1, α2, α3) with respect to the tire radial direction of the inclined surface 6b is shown in FIGS. 10, the angle of inclination α is larger as the width W of the recess 6 in the tire width direction is smaller than 0 ° and smaller than 30 °. However, the inclination angle is positive when it is inclined toward the width direction groove 3 from the outer side in the tire radial direction toward the inner side, and negative when it is inclined toward the land portion 4 side.

  According to the tire of this embodiment, the wall surface 6a of the recess 6 has the inclined surface 6b that inclines from the outer side in the tire radial direction toward the inner side in the tire radial direction toward the width direction groove 3, so Can be difficult to enter. Furthermore, since the wall surface 6a has a curved surface 6d having a center of curvature on the width direction groove 3 side, it becomes easy to discharge stones that have entered the recess 6. In addition, since the connection point P between the inclined surface 6b and the curved surface 6d is located at the inner side in the tire radial direction as the tire circumferential direction position of the recess 6 in the tire width direction is relatively small, a portion having a small width that is likely to be clogged with stones. , The ratio of the inclined surface 6b in the wall surface 6a can be increased to prevent the stones from entering, while the recessed surface 6b has a relatively large width in the tire width direction. Can be made closer to a shape parallel to the tire radial direction to prevent the wind that cools the tread portion from escaping to the outer surface of the tire to ensure heat dissipation. Thus, according to the tire of the present embodiment, stone biting can be suppressed while ensuring the heat dissipation of the tread portion. Therefore, the tire life can be improved. As shown in FIG. 6A, when one side is along the circumferential groove and the two angles θ1 and θ2 between the other side and the other two sides are different, the smaller of θ1 and θ2 Only on the wall surface that is the side that sandwiches the angle θ1, the connecting point P between the inclined surface 6b and the curved surface 6d is closer to the inner side in the tire radial direction as the width W of the recess 6 in the tire width direction is smaller. It can also comprise so that it may be located in.

Here, in the present invention, the height h (mm) of the connection point P is:
0.11W + 3.94 ≦ h ≦ 0.33W + 22.3
It is preferable to be within the range.
If the h (mm) is less than 0.11W + 3.94, the heat dissipation may be improved, but the stone biting property may decrease. On the other hand, if the h (mm) exceeds 0.33W + 22.3, the stone biting may be caused. This is because the heat dissipation may be reduced, but the tire life may be reduced in any case.

  In the present invention, the height h (mm) of the connection points P1, P2, and P3 is preferably in the range of 0 <h ≦ H / 2, and within this range, the concave portion 6 in the tire width direction is preferred. It is preferable that the connection point P between the inclined surface 6b and the curved surface 6d is located on the inner side in the tire radial direction as the width W is smaller. This is because by setting the height h to be equal to or less than H / 2, the ratio of the inclined surface 6b can be ensured, and the entry of stone into the recess 6 can be more effectively suppressed.

  Furthermore, in the present invention, in the reference state, the inclination angles α1, α2, and α3 with respect to the tire radial direction of the inclined surface 6b are preferably more than 0 ° and less than 30 °. It is preferable that the inclination angle is larger as the width W in the tire width direction is smaller. By making the inclination angle more than 0 ° (when the inclination angle is 0 ° or less, that is, the inclined surface 6b is parallel to the tire radial direction, or the inclined surface 6b is inward from the outer side in the tire radial direction). As compared with the case where it is inclined toward the land portion 4 side), it is possible to suppress the stone from entering the concave portion 6. On the other hand, by making the inclination angle less than 30 °, the wall surface 6 a of the concave portion This is because the heat radiation of the tread portion can be further improved by preventing the struck wind from escaping to the outer surface of the tire.

  Here, in this invention, it is preferable that the curvature radius of the curved surface 6d is constant in the recessed part 6 in the said reference state. This is because it is not necessary to increase the volume of the groove unnecessarily.

  Moreover, in this invention, it is preferable that the line | wire which tied the two end points to the circumferential groove | channel 2 of the curved surface 6d is along a tire circumferential direction. This is because it is not necessary to change the bottom shape of the groove bottom of the circumferential groove 2, and the air flow in the circumferential groove 2 can be secured.

  Furthermore, in the present invention, the recess 6 preferably has a triangular planar shape when viewed from the tread surface 1. This is because the air can flow along the sides of the triangle, so that the air can easily flow, and the stone biting can be suppressed while further ensuring the heat dissipation in the tread portion.

  Here, it is between both grounding ends (both ends in the tread width direction of the grounding surface) when the tire is mounted on the applicable rim, the specified internal pressure is filled, and the maximum load load (load corresponding to the above maximum load capacity) is applied. In the present invention, when the tread width is TW, the groove width Wc1 of the circumferential groove 2 is preferably in the range of 0.0025TW ≦ Wc1 ≦ 0.025TW. Furthermore, the groove width Wc2 in the opening portion of the width direction groove 3 to the circumferential groove 2 is preferably in the range of 0.0025TW ≦ Wc2 ≦ 0.025TW. By setting the groove width Wc2 to 0.0025 TW or more, heat dissipation can be ensured, while by setting the groove width Wc2 to 0.025 W, it can be closed at the time of grounding. Therefore, by setting the above range, the wear performance is improved.

  FIG. 11 is a tire width direction cross-sectional view showing a tire structure of a pneumatic tire according to an embodiment of the present invention, in particular, a heavy duty tire such as a construction vehicle. As shown in FIG. 11, the tire 100 has a rubber gauge (rubber thickness) of the tread portion 500 larger than that of a pneumatic tire mounted on a passenger car or the like.

  Specifically, the tire 100 satisfies DC / OD ≧ 0.015 when the tire outer diameter is OD and the rubber gauge of the tread portion 500 at the position of the tire equator line CL is DC.

  The tire outer diameter OD (unit: mm) is a diameter of the tire 100 at a portion where the outer diameter of the tire 100 is maximum (generally, the tread portion 500 in the vicinity of the tire equator line CL). The rubber gauge DC (unit: mm) is the rubber thickness of the tread portion 500 at the position of the tire equator line CL. The rubber gauge DC does not include the thickness of the belt 300. In addition, when the circumferential groove | channel is formed in the position containing tire equator line CL, it is set as the rubber thickness of the tread part 500 in the position adjacent to the circumferential groove | channel.

  As shown in FIG. 11, the tire 100 includes a pair of bead cores 100, a carcass 200, and a belt 300 including a plurality of belt layers.

  The bead core 110 is provided in the bead portion 120. The bead core 110 is configured by a bead wire (not shown).

  The carcass 200 forms a skeleton of the tire 100. The position of the carcass 200 passes from the tread portion 500 through the buttress portion 900 and the sidewall portion 700 to the bead portion 120.

  The carcass 200 straddles between the pair of bead cores 110 and has a toroidal shape. The carcass 200 wraps the bead core 110 in this embodiment. The carcass 200 is in contact with the bead core 110. Both ends of the carcass 200 in the tread width direction twd are supported by a pair of bead portions 120.

  The carcass 200 has a carcass cord extending in a predetermined direction in the tread surface view. In the present embodiment, the carcass cord extends along the tread width direction twd. For example, steel wire is used as the carcass cord.

  The belt 300 is disposed on the tread portion 500. The belt 300 is located outside the carcass 200 in the tire radial direction trd. The belt 300 extends in the tire circumferential direction. The belt 300 has a belt cord that is inclined with respect to a predetermined direction that is a direction in which the carcass cord extends. For example, a steel cord is used as the belt cord.

  The belt 300 including a plurality of belt layers includes a first belt layer 301, a second belt layer 302, a third belt layer 303, a fourth belt layer 304, a fifth belt layer 305, and a sixth belt layer 306.

  The first belt layer 301 is located outside the carcass 200 in the tire radial direction trd. The first belt layer 301 is located on the innermost side in the belt 300 composed of a plurality of belt layers in the tire radial direction trd. The second belt layer 302 is located outside the first belt layer 301 in the tire radial direction trd. The third belt layer 303 is located outside the second belt layer 302 in the tire radial direction trd. The fourth belt layer 304 is located outside the third belt layer 303 in the tire radial direction trd. The fifth belt layer 305 is located outside the fourth belt layer 304 in the tire radial direction trd. The sixth belt layer 306 is located outside the fifth belt layer 305 in the tire radial direction trd. The sixth belt layer 306 is located on the outermost side in the belt 300 composed of a plurality of belt layers in the tire radial direction trd. In the tire radial direction trd, from the inside toward the outside, the first belt layer 301, the second belt layer 302, the third belt layer 303, the fourth belt layer 304, the fifth belt layer 305, and the sixth belt layer 306 are arranged in this order. Be placed.

  In the present embodiment, in the tread width direction twd, the widths of the first belt layer 301 and the second belt layer 302 are 25% or more and 70% or less of the tread width TW. In the tread width direction twd, the widths of the third belt layer 303 and the fourth belt layer 304 are 55% or more and 90% or less of the tread width TW. In the tread width direction twd, the widths of the fifth belt layer 305 and the sixth belt layer 306 are 60% or more and 110% or less of the tread width TW.

  In the present embodiment, in the tread width direction twd, the width of the fifth belt layer 305 is larger than the width of the third belt layer 303, and the width of the third belt layer 303 is equal to or larger than the width of the sixth belt layer 306. The width of the sixth belt layer 306 is larger than the width of the fourth belt layer 304, the width of the fourth belt layer 304 is larger than the width of the first belt layer 301, and the width of the first belt layer 301 is It is larger than the width of the second belt layer 302. In the tread width direction twd, among the belts 300 composed of a plurality of belt layers, the fifth belt layer 305 has the largest width and the second belt layer 302 has the smallest width. Therefore, the belt 300 including a plurality of belt layers includes the shortest belt layer (that is, the second belt layer 302) having the shortest length in the tread width direction twd.

  The second belt layer 302 that is the shortest belt layer has a belt end 300e that is an end in the tread width direction twd.

  In this embodiment, in the tread surface view, the inclination angle of the belt cords of the first belt layer 301 and the second belt layer 302 with respect to the carcass cord is not less than 70 degrees and not more than 85 degrees. The inclination angle of the belt cords of the third belt layer 303 and the fourth belt layer 304 with respect to the carcass cord is not less than 50 degrees and not more than 75 degrees. The inclination angle of the belt cords of the fifth belt layer 305 and the sixth belt layer 306 with respect to the carcass cord is not less than 50 degrees and not more than 70 degrees.

  The plurality of belt layers 300 includes an inner cross belt group 300A, an intermediate cross belt group 300B, and an outer cross belt group 300C.

  The inner cross belt group 300A includes a pair of belt layers 300 and is located outside the carcass 200 in the tire radial direction trd. The inner cross belt group 300 </ b> A is configured by the first belt layer 31 and the second belt layer 302. The intermediate crossing belt group 300B includes a pair of belts 300 and is located outside the inner crossing belt group 300A in the tire radial direction trd. The intermediate crossing belt group 300 </ b> B includes a third belt layer 303 and a fourth belt layer 304. The outer cross belt group 300C includes a pair of belts 300 and is located outside the intermediate cross belt group 300B in the tire radial direction trd. The outer cross belt group 300 </ b> C includes a fifth belt layer 305 and a sixth belt layer 306.

  In the tread width direction twd, the width of the inner cross belt group 300A is 25% or more and 70% or less of the tread width TW. In the tread width direction twd, the width of the intermediate cross belt group 300B is 55% or more and 90% or less of the tread width TW. In the tread width direction twd, the width of the outer cross belt group 300C is 60% or more and 110% or less of the tread width TW.

  In the tread surface view, the inclination angle of the belt cord of the inner cross belt group 300A with respect to the carcass cord is 70 degrees or more and 85 degrees or less. In the tread surface view, the inclination angle of the belt cord of the intermediate cross belt group 300B with respect to the carcass cord is not less than 50 degrees and not more than 75 degrees. In the tread surface view, the inclination angle of the belt cord of the outer cross belt group 300C with respect to the carcass cord is not less than 50 degrees and not more than 70 degrees.

  In the tread surface view, the inclination angle of the belt cord with respect to the carcass cord is the largest inclination angle of the inner cross belt group 300A. The inclination angle of the belt cord with respect to the carcass cord of the intermediate intersection belt group 300B is equal to or greater than the inclination angle of the belt cord with respect to the carcass cord of the outer intersection belt group 300C.

  In the circumferential groove 2, the length DL along the tread width direction twd from the belt end 300e to the groove center line WL passing through the center in the width direction of the circumferential groove 2 in the tire tread surface view is 200 mm or less. Thus, the circumferential groove 2 is formed.

In order to confirm the effect of the present invention, tires according to Invention Examples 1 to 7 and tires according to Comparative Examples 1 to 4 were manufactured as trials. The specifications of each tire are shown in Table 1 below. In Table 1, Invention Example 1 has the tread pattern shown in FIG. 1 and the wall surfaces of the recesses shown in FIGS. 8 to 10. For other tires, the specifications not shown in Table 1 are as follows: This is common with Invention Example 1. Furthermore, “ratio h / H ≦ 1/2” means that the heights h1, h2, and h3 of the connection points P1, P2, and P3 are all H / 2 or less. Moreover, that the planar shape of a recessed part is a triangle shape means that it is the shape shown in FIG. 1 demonstrated previously. Furthermore, “the tire circumferential direction” of “two end points” means that a line connecting two end points to the circumferential groove on the curved surface is along the tire circumferential direction. In each tire, the width W of the recess 6 in the tire width direction is 0.0084 or more and 0.042 or less compared to the tread width. Furthermore, "Relational expression 1"
It is 0.11W + 3.94 ≦ h ≦ 0.33W + 22.3.

The above tires of tire size 53 / 80R63 are incorporated into a rim of rim size 36.00 / 5.0 × 63, filled with the specified internal pressure, mounted on the vehicle, and evaluated for tire life, stone resistance, and heat dissipation The following tests were conducted.
<Stone chewing resistance>
A 20 m unpaved road covered with pebbles (about 1 to 10 mm in diameter) was repeatedly run 10 times, and the number of stones caught in the grooves (width direction grooves or recesses) of each tire was measured. The results are shown as indexes with the number of stones of Comparative Example Tire 1 being 100. In addition, it shows that it is excellent in stone biting resistance, so that an index | exponent is large.
<Heat dissipation>
The heat dissipation was evaluated based on the measured temperature by measuring the temperature of the tread rubber when the tires were mounted on the front wheels and run on the rotating drum for 24 hours under the conditions of the specified internal pressure and the maximum load. The results are shown as an index with the result of Comparative Tire 1 as 100. In addition, it shows that it is excellent in heat dissipation, so that an index | exponent is large.
<Tire life>
The tire life was evaluated from the evaluation results of the stone biting resistance and heat dissipation, and relative evaluation was performed with the evaluation result of the comparative example tire 1 being 100. In Table 1, a larger numerical value indicates a longer tire life.
These evaluation results are shown in Table 1 below together with tire specifications.

  As shown in Table 1, it can be seen that the tires according to Invention Examples 1 to 7 can suppress stone biting while ensuring heat dissipation, and as a result, the tire life is improved. Moreover, the invention examples 1 and 2 which optimized the inclination angle of the inclined surface by comparison with the invention examples 1-3 have the tire life improved by the part which is excellent in heat dissipation from the invention example 3. FIG. Further, by comparing Invention Example 2 and Invention Example 4, Invention Example 2 in which the planar shape of the concave portion is triangular is improved in tire life as compared with Invention Example 4 because of better heat dissipation. Furthermore, by comparing Inventive Example 2 with Inventive Example 5, Inventive Example 2 in which the ratio h / H of the recesses is optimized is more excellent in heat dissipation than Inventive Example 5, and the tire life is improved. In addition, in comparison with Invention Example 2 and Invention Example 6, Invention Example 2 in which the shapes of the two end points are optimized has a better heat dissipation than Invention Example 6, and thus the tire life is improved. Furthermore, it can be seen from a comparison between Invention Example 2 and Invention Example 7 that Invention Example 2 that satisfies the relational expression 1 has improved tire life as compared with Invention Example 7 because of its superior resistance to stone biting.

  ADVANTAGE OF THE INVENTION According to this invention, the pneumatic tire which suppressed the stone biting and improved the tire life can be provided, ensuring the heat dissipation in a tread part. The pneumatic tire of the present invention can be suitably used particularly for heavy-duty vehicles such as construction vehicles.

1: tread surface, 2: circumferential groove, 3: width direction groove, 4: rib-shaped central land,
5: Block-shaped land portion, 6: recessed portion, 6a: wall surface, 6b: inclined surface, 6c: bottom surface, 6d: curved surface,
100: tire, 110: bead core, 120: bead portion, 200: carcass,
300: belt, 301: first belt layer, 302: second belt layer, 303: third belt layer,
304: fourth belt layer, 305: fifth belt layer, 306: sixth belt layer,
300A: inner cross belt group, 300B: intermediate cross belt group,
300C: outer cross belt group, 300e: belt end, 500: tread portion,
700: Side wall part, 900: Buttress part

Claims (8)

At least one circumferential groove extending along the tire circumferential direction on the tread surface and an opening in the circumferential groove, and at least a groove width in an opening portion to the circumferential groove from the groove width of the circumferential groove Is a pneumatic tire formed with a plurality of widthwise grooves extending obliquely with respect to the tire circumferential direction,
A recess is formed in the groove wall surface of the circumferential groove facing the width direction groove,
The wall surface defined by the recess is partitioned by the recess from the outer side in the tire radial direction toward the inner side in the tire radial direction, the inclined surface inclined toward the width direction groove side, and the tire radial direction inner end of the inclined surface. Connecting to the bottom, and comprising a curved surface having a center of curvature on the width direction groove side,
The connection point between the inclined surface and the curved surface is located on the inner side in the tire radial direction as the width W in the tire width direction of the recess is smaller in the tire circumferential direction position,
The pneumatic tire is characterized in that the inclination angle of the inclined surface with respect to the tire radial direction is larger as the width W of the concave portion in the tire width direction is smaller in a tire circumferential direction position. The height h (mm) of the connection point is
0.11W + 3.94 ≦ h ≦ 0.33W + 22.3
The pneumatic tire according to claim 1, which is within the range. When the height of the land portion defined by the recess is H (mm),
The pneumatic tire according to claim 1, wherein a height h (mm) of the connection point is in a range of 0 <h ≦ H / 2. In the reference state, the tire is mounted on the applicable rim, filled with the specified internal pressure, and in a no-load state.
The pneumatic tire according to any one of claims 1 to 3, wherein an inclination angle of the inclined surface with respect to a tire radial direction is more than 0 ° and less than 30 °. In the reference state, the tire is mounted on the applicable rim, filled with the specified internal pressure, and in a no-load state .
The pneumatic tire according to any one of claims 1 to 4, wherein a radius of curvature of the curved surface is constant in the recess.   The pneumatic tire according to any one of claims 1 to 5, wherein a line connecting two end points of the curved surface to the circumferential groove is along a tire circumferential direction.   The pneumatic tire according to any one of claims 1 to 6, wherein the recess has a triangular planar shape when viewed from the tread surface. When the tire is mounted on the applicable rim, the specified internal pressure is filled, and the distance between both contact ends when the maximum load is applied is the tread width TW,
The pneumatic tire according to any one of claims 1 to 7, wherein a groove width Wc2 of the circumferential groove satisfies 0.0025TW ≦ Wc2 ≦ 0.025TW.